Auxiliary reservoir control



Sept. 12, 1933. H. o. FERRING 1,926,146

AUXILIARY RESERVOIR CONTROL Filed April .22, 1931 2 Sheets-Sheet l INVE/VTOR Sept. 12, 1933. H. o. FERRIN G AUXILIARY RES ERVOIR CONTROLFiled April 22, 1931 2 Sheets-Sheet 2 I 6mm M ,R, q mm Nm IN V E N TOR BM76749? 0 ii /7722 4 TTOR/VE) r a c c 5 YA further objectjof'the'inventionisto provide '1 a t r i I uniform pressure andthenvcompleting-the charge of the auxiliary; reservoirs substantiallysimul- 4. *flin'gvalve; t I Fig. 2 is a side'elevation oftheengineersvalve;

'liarvreservoirsi Another object Patented sepf, '1 33I "'AUXIIlIARY"aEsERvoiR: oofi'rRoL 7 e Herbert "Ferring; Pendleton, r Application mi22;? 1931.1: e ia1,No; 5 31,9'15 17 c a (erase-tip This inventionrelatesto auxiliary reservoirycon trols, more" particularly adapted to airbrake systemsand has; as one of its objectS Q, Provide an auxiliaryreservoir control that will advantageous- 1y govern the. charging a: andrecharging of auXi-L an auxiliarv reservoircontrol that willjassistcharging and rechargingth successive auxiliary reservoirsof a train-withgreater uniformity.

an auxiliary reservoircontrol that will assist Charging andrechargingthe respective auxiliary .reservoirsof an air brake system ata relatively;

rapid rate up to a certain predeterminedand taneously." 7 -1 1 V i Afurther object of the invention is to provide t an auxiliary reservoircontrol that'will augment auxiliary vreservoir direct without goingthrough the feed grooves of the triple'valve. f

A further'object of the invention is 'to' provide an auxiliaryreservoircontrol that will, extend the action-of theftripIe -VaIVe toprovide afre tarjded release of the brakes of anincreased num 7 her ofcars fromthe front end ofjthe cars backe over the present; number."

lease the brakes {on the rear end of a long-train is now had to intime,w ith relation .to the brakes onthe' front end,{ to minimize harshslack action taking place;

' A'further object "of the inventionlis .to'provide 1 an auxiliaryreservoir lcontr'ol that may be em-. bodied in new equipmentor may beapplied to old equipment-without disturbing the amen of the Fig 31' is a;sectionalelevation a a-triplevalve} auxiliary reservoir, a brakecy1inder,1an'd a retain-f I showing feedvalves anduthe main reservoir; v

. 50. reservoiricontrolfandw Fig; 3 is a sectional elevation of anauxiliary j Fig, 4 is a similar View to that of ljshowingthe-triplepiston in the; full release position:

Havingareferenceto'the drawings like numer views, and-the numeral lreiers to a :main r'es er voir which is: located in direct communicationwith an air pump? (notshown) Y and is con- 'nected with theengineers'valve "byfairinain. reservoirs pipe line 3 whereby ieed'valvesmay be installed .thereingin convenient reach of 'the .may be"conveniently controlled,

engineer; and whereby the brakesof'thetrain mediumfof the engineersvalve,

The mainreservoirlis a steragejchamberfor .air underpressure with; whichto operate the H i a l V r i e brakes, and'for engines andtrains:used inmounf of the invention is to provide "through the tain .ldistricts, and'wheni-handling jve'ry long 7 1 trains,' said Qreservoir will carry: apressure'of I j from-90pounds up to approximately 135 pounds ;1 1 foruseund'er extraordinaryconditions. i

primarily-adapted:foriise with a relatively high pressure in the mainreservoir, but for the purpart of the' ,Iair, brake system, will beused, as

it' is deemed thatiit willqgive-af clearer under? standing of theinvention than would higher pressure which no I doubt" will prevail tohandle,

long trainson'heavy grades, forwhich'thefine" vention is' 'adapted;

Where; however, explain the advahtages of the additional prese. surethis ;'wi1l be specifically referred to.

it is necessary to show and; 1

' The usualfeed valves -A;andiBtare incorpor I ated I in the am reservline 3 for connection" directly withg'the engineerts valve'2 and this" aI w assemblyconsi'stsof a raim line 4 taken from A.furtl ler'object' ofthe invention is lto'p'rovide an auxiliary reservoir; control thatwfll"re-1 themaniy reservoir 'lin'efaefeed line'5 connected directly withthe i en gineers valve; anuppersup vply line B eQntaining oneofthejfeedvalves A,

and a lowerlsupplyl-inej'l containing theother predetermined pressurelower than that for which" Zthef' u 'per v ve is set; say about '10{pounds differential; and provided with a shut-off I cook 8, withboth'of the supply lines completing the .s'afid branch and feed line." a

Byfthi arran e" entfthe-main reservoir pres- I f 1 1 I sure may becommunicated r'directlytothe engineer sfvalve' wherebythe higherpressure may be: come available when necessary, 'as'for instance, toquickly move; the triple piston to the full release position to obtain amore rapidycharge of the auxiliary reservoir; the upperffeed valveAjiwill reduce thetpressurefso that 'the pressure of '70 pounds'i'smaintained automatically in the sys-} tern when the triple piston is inarunningpost}. 3 tionfduring which time the shut off cock is. closed andwith theshut-ofi cock-open the loWerfeed valve B" wil1 permit alower-pressurertoenter I thefsystern; sayxat 60 pounds which pressureLi's" desirable whenvusing a retaining valve cooperable' withthe triplevalve'for a purpose to be explained. I

supply' p i'pe {extends from the' engineers jvalveiorf' suitableconnection to" a lbrakeypipe 10 .that[ extends throughoutr the length ofthe H 70 1 In thespecificationsfollowing:andunderthe, V arrangement tobe described, the invention is is commonly termed the train 'line, eachcar (not shown) having its own brake pipe, and

it c'alleda triple valve each brake pipe being of th e' lsan'iediarneter, or capacity, is provided oh each of its ends with an anglecock (not shown) forming; provisions for .a hose connection between therespective brake; pipes, inthe usual manner of such' construction andassembly, thus forrning a train li'riethrough-f out the'entire train. jBy the above arrangement now be described:

the engineers valve which; pressures act to operate an(equalizing-)triple piston 15 contained within, the said triple valve,the piston operating in turn to move a slide valve 16 containedirisaidtri ple valve 11, whereby to control the .air

- flow therethrough necessaryto control the train,

and in the well known manner of such operation The-air has access to Ithesaid piston through -the check valvecase 117 of the triple valve, the

' a id lis e lve sl d rflv 'e er sf 7 said last named pistonandtliisretaining valve 7 air passage 18, the; cap charn ber 19-, and'thecylinder cap ports,2l), into[the equalizing cylinder 21', wherebythe-differential of pressure between the pressure in the brak e pi'pe land that oi the auxiliary reservoir -12 acting on the piston 15 willcause the. slide valve 16 to function in a manner well; known tothoseskilled the art Adjacent to the triple valve lltlf z r tain 'valve'22which preferably communicates with the cylinder cap charnber 19 toreceive v i ts fa ir directly from the brake pipe 10 and under .the s m-P e ies mine tr le pi es. 1510f the triplevalve, and' -this retainingvalve 122 also.-

contains a retaining valve 'equaliz ing piston 23 22 is provided; withan auxiliary reservoir port 25, an exhaust port 26,.and av triple valveporti27, and is further provided with a pipe line 28' coil municativelyconnecting the triple valveportfi l with the exhaust port, 219 o f-zthotljip le valve The auxiliary reservoir'port'f25 is provided'with a pipeline -30 communicatively connected with the auxiliary reservoir l2 andthis pipe line I is provided with a check valve 3 1 set to oipenonly byair passingfromthe retaining valve'2 2 to the auxiliary ,reservoir forapurpose to be explained. 1

I it is well: lgnown that up to thistirne' the triple valve 11 hasbenfprovide'd with a feedlgroove i (not shown) -consls ting of anauxiliary reservoir.

grooveformed in the triple piston and an equaliz ing cylinder grooveformed inthee'qualizing cylinder, and that air from the brak e pipeflOwill leak through-these :grooves and around the piston to charge thefauxiliary reservoir when the triple l piston is in'the release positionand, that there-- rnaining air in the brake pipewill follow in the trainline and thlfol ghouti its length and by the said leak pass thetriplep'istons of'jthe vari-' ous triple valves of the respectivecars"of the train will charge f the auxiliary 1 reservoirs of the trainsuccessive order. ,7

eneath the stir, and Secured" thereto, is w an 7 auxiliary reservoir '12and abrake cylinder 13' V 'commu-nicatively'joined together by thevalvell, thelvalve in turn having athird connection 14 coinm'urlicatingwithlthe brake pipe an'dhence" 'ing this. orifice "and positionedpreferably 'parallel of pressure on thetriplei piston-"so caused, forcethe triple piston 15 outward and, move the triple slide valve 16 to'aposition-toprovide communi- -cation,between the auxiliary reservoir. andthe brake 'cy1inder '13 allowing air to pass to the I 7 brake cylinderto apply the brakes, This is meansi's also pro-' .'vided to supply air,under (pressure;throughout the length of the train, wherewith tooperatethe braking system, and the operating means will terrnedfltheserviceaction and mayberepeated 4,

in thej usualWell known manner.

By increasing the train line pressureover the consequently reducedpressurev of "the auxiliary And further in the present, operation of thetriplevalve'the engineer, by causing areduction cessivetripleva1ves tosuccessively bringflthese valves to'the runreleasje position tojre'leasthe H 4 7 remaining brakes, jwithiajsmall amountjof' air The triplevalve,v .through[itsthird connection l4, issup plied with airfromTthe'brakeipipe '10 1 under suitable pressures selectively governedby the initial selected. pressure as "possible ,fromfthe" engineerlsvalve, and asra'pidlyi as' possible, 'andg asth'e train li'ne' frictionwill retardtheno im acertainde'gree, and as air escaping. to'theauxiliiary reservoirs through the respective feed grooves wouldlowerthe, pressure rapidly and in turn the I 'vel'ocity of movement inthe train line, means. is 1 "provided to substantially chargethej'entiretrain line andialso to charge therespeictiveauxiliary reservoirsuniformly to a certain"predetermined pressure, say-60 pounds, withaidifferen'tial of charging rate proportionedto theflrespective requirements vof' the auxiliary reservoirs and the train.linejsothatthispreliminary pressurefof 60 pounds will obtainsubstantially:throughouti'the v systemand up to this pressure ,For thispurposemeans is provided whichjjcon sists of an auxiliary reservoircontrol '32 comprisinga; pressure operated fvalve', preferably of the Vldiaphrain type topreven't leakageywhich valve consistsofaboi'i'yjportion'3'3, seeFfigl athr'eaued to'engage the s dew allotthe triple-piston (equaloriginal cylindertapered feed groove; h The d,'rfoove in th' cylinder wall of the triple' valveis now changed by ablockyrepresented as at 33a; intended tohstop the'groove, which -blockmay be integral with the: cylinder wall or 'may be integral with the Icontrol; as

izing) cylinder t the o'inti'of locatior'iiof the l desired, to providefor an orifice, 3f-insteadof a groove, extending throughtheicylinderwall subf stantiallyradially and ina line to provide :a

tion, .to register with" an airpassageway '35pcontinued in the body 33of the auxiliary reservoir. control 32, whilea'second orifice 36is'provide'd also in thesaidcylinder walL'ih'position'to reg iste'rwithfthe auxili'aryreservoirfgroove of Y the 135 sageway through;=thecylinder wall slightly ahead} of the triple-piston whentin ,thefullrelease posipiston and with asecond air passagewayfi'l jointothe firstia'ir passageway"3 5, "these; passageways 'j'o'iningattheirlupp'er endsand forming a com rnu'nicating channel, for niai'nffeed igroove; extending jrrom "the triple piston fcylinderto -'the iaevaive' chamber's'sthr ug'h that part of thelEO piston. I .7 a i i To control the flowof air throughthe auxile iary reservoir control a head '39 is providedfor the body33 and is securedthereto in' a manner to secure a diaphram40 that securely; closes the said air passageways, against leakage :toatmosphere. a

' A valve 41 of any suitable typevis now con-' tained inthefirstmentioned air passageway 35 original feed groove formedi baclrof the triple.

and is provided with an upwardly extendingstem" 42 that is suitablysecured to the diaphram, and continuing upward is slidablyfengaged withanf adjusting nut 43 being-provided with a handle 45 for adjustmentpurposes;

By this meansthe spring 44 ;may 'be a just d to hold the'valve openagainst a pressure, say of pounds, as before mentioned, whereby when thepressure in thetrain line (or the pressure in the auxiliary reservoirs)reach 6O pounds-the: said valves will automatically; close underthatpressure and thus close communication between cating'groove is made ofsum cientlysmall' bore that air may pass froin thebrake-pipe through thecontrol by this small feed groove 46 and enter into the auxiliaryreservoir .at'fa 'final charging sure and which the train line and 'theauxiliary reservoirs so far as thismain feed groove'isconcer'ned.

As our normal train line-pressure is considered to be substantially '70pounds, as above explained,

and as the'pressurein the-auxiliary reservoir has vnow'reached 60 poundsmeans must be provided whereby the auxiliary-reservoir pressure may be]made to equal the pressure of the train line therefore anintercommunica'ting feed groove 46 is pro-,.

vided that will by pass'the said valve '41 inde pendent of the valveaction which'inter'communirate that will not interferewith-maintainingthe '70 pounds pressure in the train line, which pres-3;,sure' was attained in' acomparatively short pe riod of time afterattaining the 60 pounds prescontrol. This may be readily understood byconsidering ,7 that there may be provided 90 pounds or more pressure inthe main: reservoir and that this pressure provides a reserve-overthe"pressure permitted by the feed valve A and hence When the'; valve inthe control prevents further drainage from the train line by closing,after it has reached 60 pounds the reserved pressure is availableimmediately to endeavor to raise the pressurein the train line tosubstantially the '70 pounds.

Then with pounds in the train line anda reserve of pressure the loss ordrain through the small feed groove 46 is amply compensated for l by thereserve which is also ample to maintain the pressure substantiallyuniform throughout the length of the train line.- a

Where a retaining valve 22 is operated in con junction with the triplevalve 11,-whichretaining valve forms the subject matter contained-inmy IIPatent No. 1,742,383'and dated January 7,1930

which 'retaining valve isprovidedwith a feed groove 47 of similar crosssection to that of the bypass feed groove 46 "provided in" the controlandas the piston 23 of the retaining valve asset to operate similarly tothe'triple piston ot the triple valve it is obviousithat it may besubstituted .itherefor in which casefthe" intercommunicating feed groove46 may be omitted in the control. f

now closes the valve 41in the This retaining valve is in directcommunica tion with the brake pipe air, by means of f the pipe48andissupplied-with thepipe 30.

leading torthe auxiliary reservoir whereby thej small amount of airpassing the feed groove of the retainer will passv to the auxiliaryreservoir to obtain the same results as before.

This pipe 30, T is provided Withthe check valve 3 1, :as before:mentioned', operatingfat substantially- 0, pound pressure, and the;check valve is V utilized to prevent loss or air from the auxiliaryreservoirthrough the auxiliary reservoir pipe linei should aleakoocurflpast the check valve or'in any part-cf the retaining valve ortrain line sysr ternon theoppositeiside of thecheoklvalve from";

' It is now; obvious pass through this smalljgrooveis comparatively jshort the lossjdue to leak back will be immaterial '5 Tv so thatpractically all of-the pressure of the' 'auxf. .1052. H

'iliary reservoir is madefavailable for braking purposes. l

the country, as in ordinary practicethe reduction is seldom morethan15pounds,therLfloy hav- I a ing pounds the controlstill" holds the:main' 7 feed groove closed and provides 60 poundsin the,

brakerpipefso when the triple pistonisforced back to'relea'se or holdthe brakes, by-aninc reas-1 ing train line pressure, as 'while the trainislin Infthe application or service position 'on'long 5 trains morebrakes will set at the same reduction than at lpresent'and hence moreuniform braking power thlOllghOlltthE trainwill be obtained.

lnusing this 'cjontrolandin setting the brakes a it is deemedprefer ablethat the normal trainiline r 1 pressure be raisedto' 'lfi pounds, or5'poundsmore than is approved" as standard-in many-parts of motion, thesmall feedgroove provides the only T grnanner to prevent: any harshslackj action Having'thusdescribed my invention, I claim 'In'anauxiliary reservoir control, the corribina-J ,tion with an auxiliaryreservoir, a train pipe, and

aitriplevalve, said triple, valve having an'equaliz-j ingcylinder and anequalizing: piston, and provided with feedfgroov'es, for controllingcommuniz cation between the'auxiliary reservoir and the" train line, ofmeans to block said feedgroovesa controllingrneans mounted insaidequalizing cyle inder and consisting of a body provided with enmeansoflloss fromthe train lineythe greater pressurevthen obtains at the'rearof the train more' quickly thanbefore and'thus provides to release, theb-rakesin consecutive order and in a] larged substitute feed groovesregistering with} the equalizingcylinder in theflocation-xof theoriginal groovesan adjustablerdiaphragm valve, 7 provided in" saidsubstitute grooves and disposed: to autom'atically close saidigroovesat'a'n in: I l creased and predetermined differential-ofpres sure toprovide a more rapid: and uniform mamcharging rate-of saidjauxiliaryreservoir, and

means to bypass *said, valve and complete the charging ata lower rate.

